ENVIRONMENTAL ASSESSMENT & ENVIRONMENTAL …

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Hai Phong Department of Transport Regional Transport Works Project Management Unit

ENVIRONMENTAL IMPACT ASSESMENT HAIPHONG URBAN TRANPORT DEVELOPMENT PROJECT

Volume 2: ENVIRONMENTAL ASSESSMENT & ENVIRONMENTAL MANAGEMENT PLAN Public Transport Improvement Component

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E2615 v4 REV

VIETNAM: HAI PHONG URBAN TRANSPORT DEVELOPMENT PROJECT Public Transport Improvement

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Note:

The EIA reports for the UTDP are organized as follows:

Volume 1A: Environmental Impact Assessment of the Bac Son – Nam Hai East West Arterial Road

Volume 1B: Environmental Management Plan of the of the Bac Son – Nam Hai East West Arterial Road

Volume 2: Environmental Impact Assessment and Environmental Management Plan for the Public Transport Improvement Component

Volume 3: Environmental Impact assessment and Environmental Management Plan for Resettlement Sites

Volume 4: Executive Summary


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TABLE OF CONTENT

Project Background .................................................................................................................... 3

Description of Proposed Project ................................................................................................. 5

Public Transport Authority ..................................................................................................... 5 Transformation of Line 2 Bus Services .................................................................................. 6

Bus Fleet ............................................................................................................................. 6

GPS Equipment/LED Boards and Communication............................................................ 6

An Lao Bus Depot .............................................................................................................. 6

Operating Subsidy .............................................................................................................. 7

Kien An Corridor Improvements ............................................................................................ 7 Detailed Design and Construction Supervision .................................................................. 7

Tam Bac – Kien An corridor improvements ...................................................................... 7

Project Impacts and Mitigation Measures .................................................................................. 9

New Intersection Layouts ....................................................................................................... 9 Accessibility ........................................................................................................................... 9 Curbing ................................................................................................................................... 9 Median Islands ........................................................................................................................ 9 Passenger Drop-offs ............................................................................................................... 9 Sidewalks and Sidewalks ..................................................................................................... 10 Signs, Drainage and Landscaping ........................................................................................ 10 An Lao or Kien An Terminal ............................................................................................... 10 Traffic safety improvement along pilot bus road ................................................................. 10

ANNEX .................................................................................................................................... 17

Annex 1: ENVIRONMENTAL MANAGEMENT OF CONSTRUCTION ACTIVITIES UNDER BUS COMPONENT .............................................................................................. 17


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Project Background

Haiphong has always been the most important commercial gateway in the trade of goods and import-export relationships of the Northern provinces with foreign countries around the world. In compliance with the Party and State’s guidelines the process of building Haiphong city plays an important role in the industrialization – modernization process of the Nation. Accordingly, the city has been developing a Master Plan that includes upgrading and expanding urban areas, the port, and the existing road and transport network to match Haiphong’s stature and growth.

Although the population density of Hai Phong City is very high, the bus service is shortcoming serving less than 1% of the moving demands of the city. Currently, the city lacks the adequate infrastructure to support a bus network operating effectively. The downtown roads are divided in two lanes, each 5 meters wide, where buses compete with motorbikes to meet the transport demands. However, the traffic volume is better on the Tam Bac – Kien An corridor, especially at the Truong Trinh road which has six lanes to facilitate the traffic of buses and other vehicles.

A Bus network with comprehensive coverage can serve a diverse market (all income ranges) by moving large numbers of people between locations quickly and reliably throughout the day, while maintaining a comfortable and safe riding experience. These characteristics are essential to satisfy the demands of a growing city. Hai Phong’s current public transport infrastructure is characterized as deficient and in bad condition. Thus, the quality of the bus service is compromised. Lack of efficient operation protocols, adequate bus fleet, scheduling, and safety issues affect common citizens and people with disabilities on a daily basis. Details are summarized as follows:

- Pick-up and drop-off points (bus stops) are not in the right places, bus waiting places and bus stops are not combined in the same place.

- A dedicated bus lane allows the bus to operate separately, without interference from other modes of traffic. However, bus road lanes have not been clearly separated. In addition, pavement encroaching makes it even more complicated for bus riders.

- Lack of assistance and adequate infrastructure for handicapped people create unnecessary challenges for them when using the public transport system.

- Maintenance activities do not meet good quality standards causing rapid deterioration of the bus fleet and inadequate service.

- Inadequate and deficient Information system about public transport routes/scheduling - The network of public transport routes is not integrated. Different routes do not

connect at certain stations/stops; passengers wanting to change from one route to another face this difficult situation.

http://en.wikipedia.org/wiki/Bus_lane�


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- Administrative operations regarding public transport are implemented independently by different privately own companies; a managing firm responsible for public transportation is lacking; many transport related issues are unprompted.

- The State offices responsible for operating public transport in the city boast many shortcomings

The described situation partially reflects the low capability in urban transportation planning and management of state-owned companies in Hai Phong city.

Hai Phong recognizes that its transportation infrastructure will be a key driver in defining or preserving spatial landscape, economic geography and development patterns. The City has therefore identified several goals to meet these objectives:

(i) Effectively connect to existing and planned transportation infrastructure to promote concentrated urbanization in the urban core of Hai Phong City. The direction is towards in-filling to increase density rather than to spread out population in an urban sprawl. Integrating the urban network in a manner that provides regional connectivity for multi-modal logistics while meeting intra-provincial and locally generated trips will be critical to Hai Phong’s strategic approach for traffic demand management. This approach enhances urban mobility while managing commercial and residential growth patterns.

(ii) Accelerate the city’s economic development with a focus on the segregation of Hai Phong Port traffic to and from other localities in the Northern Focal Economic Zone and within Hai Phong City.

(iii) Curtail traffic congestion and reduce accidents, caused by heavy-vehicle traffic generated by port activities and passing through the city center. Diverting inter-city truck passage and segregating urban traffic, particularly in urban areas by developing bypasses and relocating inter-city transport facilities, can potentially help to alleviate congestion and decrease accidents.

(iv) Pilot improvements to enhance the City’s public transportation service, especially in the urban core and high-density corridors. While efficient and attractive bus operation is vital to attract travelers to the bus mode, it is as important to raise the quality of public space so bus passengers find services to be safe and convenient; and

(v) Enhance capacity and operational performance of public administration agencies, and develop human resources in urban and transportation development. The fast growing economy, quick urbanization and rapid motorization are creating challenges to most of the city institutions, including the urban and transport planning and management bodies. As the City transforms itself into a major metropolis, local institutions engaged in managing the urban environment will need to continue efforts to build capacity.


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Description of Proposed Project The Public Transport Improvement Project is part (Component B) of the Urban Transport Development Project (UTDP). The estimated cost of the project is US$7.97 million; with IDA-financing of US$6.29 million (see Table 1). The objectives of the project are:

i. to establish a Public Transport Authority, ii. to strategically plan public transit activities, including analysis to optimize route

configurations and concessions, support with vehicle procurement, and development of promotional materials, and associated training;

iii. to establish a pilot program for transformation of Line 2 bus services through higher frequency service delivery with new buses, equipment, and depot, and

iv. to improve the physical corridor between Ben Binh and An Lao, including upgrading of access and facilities, public safety improvements, and consultancy services for detailed design and construction supervision.

Table 1. Detailed Estimates of Project Costs

Project Cost By Component and/or Activity Total

US$ million

IDA Financing

% Financing

B. Public Transport Improvement Component 7.97 5.76 72.3 B1 - Technical assistance for Establishing a Public Transport Authority (PTA)

1.76 1.76 100.0

B2 – Transformation of Line 2 Bus Services 2.39 2.39 100.0

B3 – Kien An Corridor Improvements 2.29 1.61 70.3

Internal Management Costs 1.54 - -

Total Project Costs 7.97 5.76 - -

Public Transport Authority The main goal of this subcomponent is to define the institutional mandate, regulatory model, and operational procedures towards the eventual establishment of a Public Transport Authority, responsible for route management and public transport service provision. The assignment will also support strategic approaches to public transit service delivery, including route optimization reviews and fare setting measures for a more financial sustainable service model. The PTA will be responsible for regulation and planning of all city bus operations and coordinating all new mass transit initiatives and the integration of existing services with new


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developments, including managing the restructuring of bus-routes and timetables. The subcomponent will also support the implementation of awareness campaigns and consultations for public involvement and participation related to the bus service improvements, to keep the public informed prior to and during implementation, and to provide a framework for public feedback into the service’s design and operation. The activity is intended to support a media management strategy, which will provide media content and appropriate materials for TV, radio, print, and public billboards and facilitate the media’s ability to promote public transport services.

Transformation of Line 2 Bus Services

Line 2 Bus Services between Tam Bac and Kien An (with a distance of approximately 9 km of road) have been identified as a pilot corridor. This urban pilot corridor, which is a district center loop, will increase public transport ridership and demonstrate that public transport ridership can be raised substantially along one pilot bus corridor by (i) offering “quick – frequent – reliable – attractive” bus services between Ben Binh and An Lao, and (ii) creating a convenient and safe pedestrian environment to attract more persons to the bus; the aim would be to establish a modern, people-oriented (rather than vehicle-oriented) corridor.

With a current fleet of seven buses, Bus Line 2 (Ben Binh-Kien An-Cho Kenh) operates a 26 km route with 15-20 minute headways (from 4h30-20h) at approximately 1500 passenger trips per day. Investments have been proposed that include goods acquisition (buses, GPS, and intelligent transport upgrades), which are aimed at transforming the quality of bus services in the corridor. It is expected that the frequency of Line 2 bus services would be improved to 5-minute intervals during peak hours, and 10-minute intervals during the off-peak.

Bus Fleet The sub-component would finance the acquisition of 20 new buses. The buses specifications would likely be about 9 m long, have a high floor level (65 cm above street level), and hold 60 passengers each. The bus acquisition contract should include an adequate supply of spare parts or, preferably, a 2-3 years service guarantee from the supplier. The Buses will be equipped with facilities to serve persons with disabilities, such as handle bars and convenient step spacing at doors, frequent posts in contrasting colors

GPS Equipment/LED Boards and Communication Global Positioning System (GPS) equipment controls will be installed on buses for the Bus Line 2 route between Ben Binh and An Lao. The equipment will be an important instrument for measuring and controlling bus service performance by providing data on the regularity and conformance with scheduled services. The GPS locators on buses are to be complemented by LED boards at about 40 bus shelters between Tam Bac and Kien An (to provide information on the next bus arrival) and LED boards inside the new buses (to give the name of the next bus stop).

An Lao Bus Depot Construction of a small depot at An Lao at the southern end of the improved Line # 2 will provide adequate space for overnight parking and mechanics garage.


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Operating Subsidy Financed by Hai Phong city. Recurrent expenditures related to ensuring Line 2 bus services will be maintained for (a minimum of) three years through project implementation.

Kien An Corridor Improvements The subcomponent finances traffic engineering measures, including traffic signals with bus-priority capability; infrastructure upgrades that will support creating a better physical environment through improved pedestrian sidewalks along the corridor and convenient paved pedestrian ways into side streets; and related facilities improvements.

Detailed Design and Construction Supervision A detailed design of all aspects of pilot bus project, combined with the supervision responsibility of project implementation will be implemented.

Tam Bac – Kien An corridor improvements The subcomponent includes road and furniture upgrades, such as construction of bus shelters and bus signs, road markings at bus stops– unobstructed from parked vehicles and other encroachments – with modern shelters about 500 m apart including nearby stopping places for motorcycle taxis. Traffic engineering measures, including traffic signals with bus-priority capability improve pedestrian sidewalks along the corridor and convenient paved pedestrian ways into side streets (or to build them afresh where they do not exist at present), as necessary, along the entire pilot corridor between Tam Bac and Kien An.

The improved bus services will basically operate on the route of the existing Bus line 2 from Ben Binh to An Lao with the addition of two feeder bus lines 2.1 An Lao – Vinh Bao and 2.2 An Lao – Tien Lang (Table 3). The feeder bus lines are to replace the current sub-standard bus services on the same road. The road infrastructure characteristics and bus lines are shown in Tables 2, 3 and Figure 1 respectively.

Table 2. Road Infrastructure of Bus line 2

TT Road Road Pavement Sidewalk (m)

Channelization

Length (m)

Width (m)

I Ben Binh – Tam Bac

1 Cu Chinh Lan 500 10 3 One way

2 Nguyen Tri Phuong 500 10 1,5 Two way

3 Hoang Van Thu 950 10 6 One way

4 Nguyen Duc Canh 1180 11,5 6 One way

Total I 2131

II Ben Binh – Tam Bac

( return)

1 Tam Bac 150 12 6 Two way

2 Quang Trung 1155 11 5,5 - 6 One way

3 Nha Hat Lon 75 11 10


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TT Road Road Pavement Sidewalk (m)

Channelization

Length (m)

Width (m)

4 Dinh Tien Hoang 800 11 6 One way

5 Nguyen Tri Phuong 750 10 1,5 Two way

6 Ben Binh 500 8 3 One way

Total II 3430

III Tam Bac –NR10

1 Tran Nguyen Han 2000 12 2.5 Partly One way/two way

2 Truong Chinh 2350 21 5 Two way

3 Tran Nhan Tong 4000 10 5 Two way

4 Nga 5 Kien An 300 16 6 Two way

5 Phan Dang Luu 800 12 5 - 6 Two way

6 Hoang Quoc Viet 2000 10 4 Two way

Total III 11450

IV NH10- An Lao town 12000 10 - Two way

Table 3. Road Infrastructure of Bus lines 2.1 and 2.2

TT Road Road Pavement Sidewalk Channelization Length

(m) Width (m)

I Bus line 2.1 1 An Lao – NR10 – Vinh

Bao – Cau Muc 16000 >10 intermittent Two way

II Bus line 2.2 1 An Lao –NR10 – Tien

Cuu – PR25 – Tien Lang town – Hot Spring

13000 >10 intermittent Two way

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Figure 1. Alignment of Bus line 2, feeder bus lines, and related bus lines

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Project Impacts and Mitigation Measures

While efficient and attractive bus operation is vital to increase public transport patronage, it is as important to raise the quality of public space so bus passengers find it safe and convenient to access bus stops. The proposed physical improvements should strive to create a modern, people-oriented thoroughfare wherever possible. Such a concept would include bus stops with modern shelters, unobstructed from parked vehicles and other encroachments – including nearby stopping places for motorcycle taxis; improved pedestrian sidewalks along the corridor and convenient paved pedestrian ways into side streets, traffic engineering measures, including traffic signals with bus-priority capability. The proposal to erect new bus shelters at about 500 meter intervals would be adopted between Tam Bac and Kien An; outside this section the intervals are varied depending on the actual demands.

New Intersection Layouts In addition to two signalized junctions at the ramps connecting the pilot corridor with the Strategic Urban Road Component (A), there are six major intersections where the geometric design could be improved to make them safer and friendlier for the movement of pedestrians. Three of those intersections have traffic signals, and it is expected that the other three would also become signalized. It is suggested that these signals would be responsive to approaching buses in order to reduce the red-signal delays of Line # 2 services.

Accessibility Throughout the pilot corridor, facilities would be provided for persons with disabilities, such as benches and handle bars at shelters, wheelchair-friendly curb ramps at each intersection and pedestrian crossing, studded strips for persons with visual disabilities, sound emitters at signalized pedestrian crossings, etc.

Curbing Encroachments, such as parked vehicles or shop extension, would be removed within 50-100 m of each bus stop; this might require the provision of alternative locations for motorcycle parking etc., where practical. In the zones where motorcycle parking is not permitted on the sidewalk, the new sidewalk curbs should be vertical – instead of the standard diagonal curb design which makes it convenient for motorcycles to mount on the sidewalk.

Median Islands As many bus passengers must cross the street (to reach the bus, or to reach their final destination after alighting from the bus), median islands could be built at all bus stop locations where a median does not already exist.

Passenger Drop-offs At some bus stops, space could also be provided for the dropping-off of bus passengers who arrive by motorcycle taxi or his own motorbike/bicycle or are brought by a relative to the bus stop. At selected locations where there is sufficient park+ride demand, motorcycle parking areas could be provided on lots adjacent to the sidewalk.


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Sidewalks and Sidewalks It is proposed to rebuild sidewalks and curbs (or to build them afresh where they do not exist at present) as necessary along the entire pilot corridor between Tam Bac and Kien An. Moreover, sidewalks and some other improvements would be built along side streets from where a significant number of bus passengers can be expected.

Signs, Drainage and Landscaping The corridor improvements would also include lane markings and other horizontal and vertical signs, drainage works as required, and landscaping.

An Lao or Kien An Terminal The need for passenger transfers at An Lao may make it necessary to build a small terminal at the southern end of the improved Line # 2.

In summary the following infrastructure will developed during construction:

• Bus stations/Bus stops to be newly constructed along the pilot bus alignment • Installation of new bus information signs • Construction of Bus Shelters • Road markings at Bus Stops • Medians for crossing pedestrians at Bus Stops • An Lao Bus Transfer Terminal • Clearing the site which involve land acquisition • Construction of terminal buildings • AC pavement and tile sidewalk • Pavement markings • Installation of equipments

Traffic safety improvement along pilot bus road The scope of works is confined to between Tam Bac and Kien An and consisting of but not limited to the followings:

• Improvement of 6 intersections along the bus alignment • Erection of traffic signs, and sign frames, • Provision of speed bumps, • Provision of reflective stud/pad, • Provision of traffic signals and control boxes • Provision of line markings. • Rehabilitation of sidewalks, curbs and gutters: • Sidewalk paving • Curbs and gutters • Longitudinal culverts

Landscaping

• Side street improvement • Side ditches


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These type of construction and potential impacts are localized, simple, and small scale causing only minor disturbances during the construction phase which will be minimized and mitigated. The Contractor will be required to strictly implement standard regulations on environmental sanitation, and labor safety which will be clearly specified in the tender documents. Table 4 shows impacts and mitigation measures which contractors must execute when implementing the construction of component B. Finally, Annex 1 presents a set of environmental specifications to be followed by all contractors working in this component.

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Table 4. Impacts and Mitigation Measures of Component B

Impacts Mitigation Measures Time Implementation Unit

Expense Monitoring Unit

Changes in general landscape

Take note about protecting trees along road edges, do not place construction waste by the trees, do not cut down trees, follow sanitation rules at the construction site.

Daily Contractor Include in the contract

PMU/CMC/IMC

/Community supervision

Surface water pollution

Setting up trenches for collecting wastewater into deposit tanks along the construction route before discharging it into the sewer system. Excess mud and soil are considered construction waste; dump in land filling.

Continuously in construction stage

Contractor Include in the contract

PMU/CMC/IMC


Strictly follow environmental monitoring programs. If there is any serious pollution risk, it is necessary to provide methods and solutions for overcoming the problem and risk.


IMC City’s budget

WB/PMU

Dust and exhaust fumes pollution

- Spray water on affected areas before taking break time.

- Spray water thoroughly on site ground surface.

- Transport vehicles must be covered carefully to avoid scattering of dust and soil during transportation.

- All instruments and machines must be registered



PMU/CMC/IMC



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for quality standards before putting into use.

- The storage material must be covered (especially at the sand storage area).

- Do not allow equipment to operate unloaded

- Provide sufficient working safety devices for workers

Noise - Always carry out maintenance on construction machines. (mainly hand drilling machines).

- Avoid construction work at night.

- Avoid activities causing noise (digging the pavement, material transportation) in the residential community.

- All instruments and machines must be registered for quality standards before putting into use



PMU/CMC/IMC


Arising solid waste

-Place dustbins containing solid waste at site and sign contract with URENCO to collect and dispose rubbish daily

- Daily cleaning of waste along the route of construction, especially collection of soil on the road.

- Sign contract with relevant agencies to transport and dispose construction waste following the set



PMU/CMC/IMC



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regulations.

Temporary effects on traffic system

- Install information signs and safety lamps along the construction route.

- Provide warning signs to staff and traffic control along the route, especially at road intersections and sensitive areas (schools, hospitals)

- Avoid transportation of material during rush/peak hours.

- To consult historic areas, cultural and religious places to arrange suitable construction time to avoid construction work during festivals, holidays, etc.



PMU/CMC/IMC


- Discuss with authority agencies and local authority for support concerning traffic control before construction.


PMU/CMC/IMC


Temporary shortage of utilities and services related to power, water supply, drainage, etc.

- Discuss with relevant agencies and local authority on the construction plan and create alternative temporary options.

- Inform local authority about construction schedules prior to commencement.

At least 7 days prior to construction


PMU/CMC/IMC



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Causing damages to roads and other works

- Report and reject the affected roads, bridges and affected works as soon as possible. The contractor cannot take over and check over the building unless this work is completed

- Rejected work will need to be signed by governing body of works.



PMU/CMC/IMC/Community supervision

Safety and Health

- Prepare emergency medical care on construction sites.

- Arrange fencing and warning signs at dangerous site areas.

- Limit the speed of vehicles moving within the site

- Install enough lamps and flashes for illumination at night

- Workers must be trained on labour safety to grasp all regulations and abide them.

- In case of incidents, all construction activities must be stopped and necessary actions must be taken to attend and address the incidents.



PMU/CMC/IMC



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ANNEX

Annex 1: ENVIRONMENTAL MANAGEMENT OF CONSTRUCTION ACTIVITIES UNDER BUS COMPONENT The Contractor and his employees are required to comply with the following environmental rules of the project:

Before Completion: water courses should be cleared of debris and drains and culverts checked for clear flow paths; and all sites should be cleaned of debris and all excess materials properly disposed;

Prohibitions: The following activities are prohibited on or near the project site:

1. Cutting of trees for any reason outside the approved construction area; 2. Use of unapproved toxic materials, including lead-based paints, asbestos, etc.; 3. Disturbance to anything with architectural or historical value; 4. Building of fires; 5. Use of firearms (except authorized security guards); 6. Use of alcohol by workers. Transport: The Contractor shall not use any vehicles, either on or off road with grossly excessive, exhaust or noise emissions. In any built up areas, noise mufflers shall be installed and maintained in good condition on all motorized equipment under the control of the Contractor; Adequate traffic control measures shall be maintained by the Contractor throughout the duration of the Contract and such measures shall be subject to prior approval of the Project Engineer.

Waste Management: Solid, sanitation, and, hazardous wastes must be properly controlled, through the implementation of the following measures:

1. Minimize the production of waste that must be treated or eliminated. 2. Control placement of all construction waste to approved disposal sites (>300 m from rivers,

streams, lakes, or wetlands). 3. Spray water on dirt roads, cuts, fill material and stockpiled soil to reduce wind-induced

erosion, as needed

Safety during Construction: The Contractor’s responsibilities include the protection of every person and nearby property from construction accidents. The Contractor shall be responsible for complying with all national and local safety requirements and any other measures necessary to avoid accidents, including the following:

1. Carefully and clearly mark pedestrian-safe access routes; 2. If school children are in the vicinity, include traffic safety personnel to direct traffic during

school hours; 3. Maintain supply of supplies for traffic signs (including paint, easel, sign material, etc.), road

marking, and guard rails to maintain pedestrian safety during construction;


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4. Provide personal protective equipment and clothing (goggles, gloves, respirators, dust masks, hard hats, steel-toed and –shanked boots, etc.,) for construction workers and enforce their use;

Nuisance and Dust Control: To control nuisance and dust the Contractor should:

1. Maintain all construction-related traffic at or below 15 mph on streets within 200 m of the

site; 2. Maintain all on-site vehicle speeds at or below 10 mph. 3. To the extent possible, maintain noise levels associated with all machinery and equipment at

or below 90 db. 4. In sensitive areas (including residential neighborhoods, hospitals, rest homes, etc.) more

strict measures may need to be implemented to prevent undesirable noise levels. 5. Minimize production of dust and particulate materials at all times, to avoid impacts on

surrounding families and businesses, and especially to vulnerable people (children, elders). 6. Phase removal of vegetation to prevent large areas from becoming exposed to wind. 7. Place dust screens around construction areas, paying particular attention to areas close to

housing, commercial areas, and recreational areas. 8. Spray water as needed on dirt roads, cut areas and soil stockpiles or fill material. 9. Apply proper measures to minimize disruptions from vibration or noise coming from

construction activities.

Physical Cultural Property Chance-finds Procedures (Likely applicable to depot construction only)

If the Contractor discovers archeological sites, historical sites, remains and objects, including graveyards and/or individual graves during excavation or construction, the Contractor shall:

(a) Stop the construction activities in the area of the chance find; (b) Delineate the discovered site or area; (c) Secure the site to prevent any damage or loss of removable objects. In cases of removable

antiquities or sensitive remains, a night guard shall be arranged until the responsible local authorities or the National Culture Administration take over;

(d) Notify the supervisory Engineer who in turn will notify the responsible local authorities and the provincial Museum immediately (within 24 hours or less);

(e) Responsible local authorities would be in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. This would require a preliminary evaluation of the findings to be performed by the archeologists of provincial Museum or the Institute of Archaeology.

(f) Decisions on how to handle the finding shall be taken by the responsible authorities and provincial Museum or Department of Culture, Sports and Tourist

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